X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 23 May 2011 08:03:10 -0400 Message-ID: X-Original-Return-Path: Received: from nskntmtas05p.mx.bigpond.com ([61.9.168.149] verified) by logan.com (CommuniGate Pro SMTP 5.4c3j) with ESMTP id 4990311 for lml@lancaironline.net; Sat, 21 May 2011 04:38:26 -0400 Received-SPF: pass receiver=logan.com; client-ip=61.9.168.149; envelope-from=frederickmoreno@bigpond.com Received: from nskntotgx04p.mx.bigpond.com ([121.214.217.102]) by nskntmtas05p.mx.bigpond.com with ESMTP id <20110521083749.PWLH23624.nskntmtas05p.mx.bigpond.com@nskntotgx04p.mx.bigpond.com> for ; Sat, 21 May 2011 08:37:49 +0000 Received: from Razzle ([121.214.217.102]) by nskntotgx04p.mx.bigpond.com with ESMTP id <20110521083746.XSHS10983.nskntotgx04p.mx.bigpond.com@Razzle> for ; Sat, 21 May 2011 08:37:46 +0000 MIME-Version: 1.0 X-Original-Message-Id: <4DD779C8.0000B3.03228@RAZZLE> X-Original-Date: Sat, 21 May 2011 16:37:28 +0800 Content-Type: Multipart/Alternative; charset="us-ascii"; boundary="------------Boundary-00=_GMEJ01IBH89000000000" X-Mailer: IncrediMail (6244788) From: "Frederick Moreno" X-FID: FLAVOR00-NONE-0000-0000-000000000000 X-Priority: 3 X-Original-To: "Lancair Mail (lml@lancaironline.net)" Subject: Fw: L-IV Choice of Engine - It's a simple decision in a Lancair IV X-Authentication-Info: Submitted using SMTP AUTH LOGIN at nskntotgx04p.mx.bigpond.com from [121.214.217.102] using ID frederickmoreno@bigpond.com at Sat, 21 May 2011 08:37:45 +0000 X-SIH-MSG-ID: qhk0GdL6TFa2kTAvmTy2alorgFm6/gF5uMhSBI0wt0lHEVbCu8DAQcunbaFAxpDn1DxcVUvBLhxxKrzmXJ/RutOzJrZVU6Db5/kNsw== --------------Boundary-00=_GMEJ01IBH89000000000 Content-Type: Text/Plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Don't agonize. Buy an aircraft engine. A proven package avoids future agony. =0D =0D The IO-550 and TSIO-550 operated 50F lean of peak will achieve fuel econo= my that is virtually indistinguishable from a higher compression liquid cool= ed piston engine. And they will make the power with MUCH greater reliabili= ty. =0D =0D I was involved in the Engineair project as were several others on this li= st. Bad management, bad luck, and inadequate financing killed it and severa= l people along the way. It may have made it under different circumstances, but it had a long way to go, but we did not know that). It is not the engine so much as the systems that will kill you. They are reliable only after thousands of hours of testing.=0D =0D I am a mechanical engineer and an engine head, and I have learned that th= e engine business is very unforgiving and requires extreme attention to det= ail to achieve reliability which should be the FIRST consideration for an aircraft engine. This is particularly true on an aircraft with a high wi= ng loading and high approach speed. A lot of energy must be dissipated in a Lancair IV forced landing, and your body will be much the worse at the en= d of the energy dissipation process unless you are very lucky like I and my passengers were last year. =0D =0D Untested engines are for ultra lights that land at walking speeds. With those things, one can have a reasonable expectation of walking way after = an engine failure. =0D =0D I expect that of all the auto engine conversions flying, NONE consistentl= y fly more than 50 hours a year, and NONE have gone more than 200-300 hours= =20 (more likely 50-100 hours) without major difficulties, gearbox failures, fuel system failures, cooling system system failures, electrical system failures, ignition system failures and other unhappiness. =0D =0D Don't fiddle around. Buy a proven aircraft engine from a well known, pro= ven and reliable supplier, and go flying. Otherwise the agony will continue without end and the flying will be infrequent. =0D =0D Fred Moreno, been there, done that, and I even have the crummy T shirt. =0D =0D PS since you are not-pressurized, let me put in a plug for the IO-550 (n= o turbos). Cruising 65% power, lean of peak, 13.5 gallons per hour at 220 knots 8500-9500 feet gives easy one day one stop trans-continental capability, light weight (1980 lbs empty weight) for a good rate of climb= , and a much less boring ride than up in the flight levels here the world i= s flat and lacks detail. The dirty little secret of aviation is that the bigger, faster, higher you go, the more boring it gets, sadly. And remember: a turbo is an expense waiting to happen. Two turbos, well, you = do the math....=0D =0D =0D Subject: L-IV Choice of Engine=0D =0D I am ready to hang an engine on my L-IV project (not-pressurized) and am agonizing over the choice of engine. I have a good grasp on the problems with the Enginair V8 conversions a few years ago but is there ANYONE out there who has successfully hung one of the GM LS V8 engines on a Lancair = IV (or Legacy). Alternatively I was hoping to find anyone who has unsuccessfully done so and is willing to talk about it.=0D =0D Thanks=0D =0D =0D =20 --------------Boundary-00=_GMEJ01IBH89000000000 Content-Type: Text/HTML; charset="us-ascii" Content-Transfer-Encoding: quoted-printable
Don't agonize.  Buy an aircraft engine.  A  proven pa= ckage avoids future agony. 
 
The IO-550 and TSIO-550 operated 50F lean of peak will achieve fuel = economy that is virtually indistinguishable from a higher compression liq= uid cooled piston engine.   And they will make the power with M= UCH greater reliability.
 
I was involved in the Engineair project as were several others on th= is list.  Bad management, bad luck, and  inadequate financing k= illed it and several people along the way.  It may have made it unde= r different circumstances, but it had a long way to go, but we did not kn= ow that).  It is not the engine so much as the syst= ems that will kill you.  They are reliable only after = thousands of hours of testing.
 
I am a mechanical engineer and an engine head, and I have learned th= at the engine business is very unforgiving and requires extreme atte= ntion to detail to achieve reliability which should be the FIRST con= sideration for an aircraft engine.  This is particularly true on an = aircraft with a high wing loading and high approach speed. A lot of energ= y must be dissipated in a Lancair IV forced landing, and your body w= ill be much the worse at the end of the energy dissipation proc= ess unless you are very lucky like I and my passengers wer= e last year.  
 
Untested engines are for ultra lights that land at walking spee= ds.  With those things, one can have a reasonable expectation o= f walking way after an engine failure. 
 
I expect that of all the auto engine conve= rsions flying, NONE consistently fly more than = 50 hours a year, and NONE have gone more than 2= 00-300 hours  (more likely 50-100 hours) without major difficulties,= gearbox failures, fuel system failures, cooling system system failu= res, electrical system failures, ignition system  failures and other= unhappiness.
 
Don't fiddle around.  Buy a proven aircraft engine from a well = known, proven, and reliable supplier, and go flying.  Otherwise the = agony will continue without end and the flying will be infrequent.  =
 
Fred Moreno, been there, done that, and I even have the crummy = T shirt.
 
PS since you are not-pressurized, let me put in a plug for the = IO-550 (no turbos).  Cruising 65% power, lean of peak, 13.5 gallons= per hour at 220 knots 8500-9500 feet gives easy one day one stop tr= ans-continental capability, light weight (1980 lbs empty weight) for a go= od rate of climb, and a much less boring ride than up in the flight level= s here the world is flat and lacks detail.  The dirty little secret = of aviation is that the bigger, faster, higher you go, the more= boring it gets, sadly.  And remember: a turbo is an expense waiting= to happen. Two turbos, well, you do the math....
 
 
Subject: L-IV Choice of Engine
 

I am ready to hang an engine on my L-IV project (not= -pressurized) and am agonizing over the choice of engine. I have a good g= rasp on the problems with the Enginair V8 conversions a few years ago but= is there ANYONE out there who has successfully hung one of the GM LS V8 = engines on a Lancair IV (or Legacy). Alternatively  I was hoping to = find anyone who has unsuccessfully done so and is willing to talk about i= t.

 

Thanks

 

 

 
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